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OBSERVATIONS 



ON 



THE BEST MEANS 



OF 



PROPELLING SHIPS 



BY 

ALEXANDER S V BYRNE 



A Q NEW-YORK: 

I tf ( PUBLISHED BY C. S. FRANCIS, 252 BROADWAY ; and 
J. H. FRANCIS, 128 WASHINGTON-ST., BOSTON. 

JOHN WINDT, PRINTER, 152 CHAMBERS -STREET. 



1841. 






Entered, according to Act of Congress, in the year 1841, 
BY ALEXANDER S. BYRNE, 

In the Clerk's Office of the District Court for the Southern District of 
New-York. 



CONTENTS. 



Page 

The Archimedean Screw, . 8 

Its Advantages and Defects, 9 

The Ericsson Propeller, 15 

Description and Advantages, 15 

Application to Merchant Ships, 20 

Ships of War, 25 

Whale Ships, 27 

Compared to the Paddle-Wheel, 27 

Objections Considered, 29 

Concluding Remarks, 35 

Appendix, 37 



TO THE 

DIRECTORS 

OF THE 

NATIONAL INSTITUTION, 
WASHINGTON, 

Gentlemen, 

The Author is induced to dedicate to you the 
following Observations on the best mode of Propelling 
Ships, convinced that, if he is correct in his opinions 
on this important subject, any advantages to society 
which may be derived from its introduction, will 
most effectually be developed, if approved of by the 
National Institution of W ashington. 

Gentlemen, 
Your most obedient, 

Humble servant, 

THE AUTHOR. 

New-York, 20th January, lb41. 



ON THE BEST MEANS 



PROPELLING SHIPS AT SEA. 



Whether we view this question in a scientific, 
commercial, or political point of view, it is one of 
the utmost importance to the interests of society. 
The defects of the paddle-wheel are so glaring, and 
its extreme inefficiency in adverse wind and heavy 
sea so fully established, that it becomes a duty in 
every one interested in the subject to perfect, if 
possible, a better kind of propeller. It is gratifying 
to know that the means are at hand, and only need 
a candid and impartial inquiry to be universally 
adopted ; with this object in view, the following 
observations are submitted to public notice, in the 
hope that the subject may receive the attention it 
deserves. 

Many substitutes for the paddle-wheel have been 
recommended which need not be noticed, from the 
circumstance that they are not only inadequate, but, 



as compared with other inventions, useless. It 
will be sufficient to notice the most important, and 
to explain their respective advantages. Two of 
these now occupy public attention — the Archimedean 
Screw, and the Ericsson Propeller; which, it may 
be well to observe, though entirely dissimilar, are 
too frequently confounded. To the former great at- 
tention is given, not on account of its novelty, but 
because it is supposed to possess great advantages 
over the paddle-wheel. Now it will be shown in 
the following pages, that, although there are some 
advantages arising from the introduction of the 
Archimedean screw, its disadvantages are of such 
magnitude, in a practical point of view, as to render 
the idea of its general introduction too visionary 
for serious contemplation. 

An Archimedean screw consists of a single thread 
winding spirally round a shaft, as a centre, and ter- 
minating at any desired angle at its circumference. 
Attached to a steam-engine, and used as a propeller, 
an inclination of forty-five degrees would be the 
best, as every revolution would give the same pro- 
gressive, or lateral, as it does rotatory, motion. But 
were a screw constructed with a thread terminating 
at this angle, the length would be three times its 
diameter ; i. e. if the diameter be six feet, the length 
would be eighteen. A screw of such great length, 



however, applied to the dead wood of a ship, would 
be impracticable ; hence the necessity of reduc- 
ing it, as in the Archimedes. Now, in order to 
reduce its length, the angle of the thread must be 
reduced also ; and to make up for this diminution 
of the angle, the speed of the screw must be pro- 
portionably increased, to produce the desired pro- 
gressive movement. Supposing the screw to be 7£ 
feet long, and 6 feet diameter, it must revolve 140 
times per. minute, equal to a velocity of 32 miles 
per hour, to produce a progressive or forward mo- 
tion of only 10 miles. This excessive velocity, 
consequent on the shortening of the screw, will be 
attended with an immense waste of power, occa- 
sioned by the friction or adhesion of the water 
against the surface of the thread, it being an es- 
tablished fact in hydraulics, that the resistance 
produced by such friction or adhesion increases in 
the ratio of the squares of the velocities. 

Besides this, there are other obvious losses of 
power, and objections which are insurmountable — 

First. — A great loss consequent upon the receding 
of the water, allowed to be one-sixth of the whole 
power employed, but which is underrated. The 
causes of this loss are evident. Every particle 
of water in contact with the surface of the screw, 
must remain until it passes off at the after part 



10 

thereof; and during this necessary contact, a re- 
volving motion is given to the water, which dimin- 
ishes its effect as a resisting medium. 

Second. — The power applied at the centre of the 
screw, and for some distance outwards, is rendered 
inefficient, having scarcely any other effect than that 
of giving a revolving motion to the water — a large 
portion of the thread being nearly parallel to the 
line of direction in which the ship moves. 

Third. — The friction consequent upon the use of 
complicated and cumbrous gear-work, cog-wheels, 
band-drums, chains, &,c, indispensable to produce 
the high velocity of the screw. The losses under 
this head, as compared with the paddle-wheel, are 
very considerable. 

Fourth. — Although the screw acts entirely below 
the water, still the gear- work alluded to must be 
placed above the water, and is thereby completely 
exposed to an enemy's shot, since the requisite ve- 
locity cannot be obtained without the use of wheels, 
or band-drums, of very large diameter ; for war pur- 
poses, therefore, the Archimedean screw is almost 
useless, and for ordinary purposes its utility is ren- 
dered questionable, unless some new form of steam- 
engine be resorted to, capable of working at a high 
velocity, but which ample experience has proved 
to be unattainable in practice. 



11 

Any propelling apparatus, to be practically use- 
ful, must have for the basis of its construction such 
a principle that the power applied to it will produce 
the greatest effect attainable with reference to the 
specific gravity of water, and it must admit of con- 
siderable variation in reference to the draught of 
water of the vessel to which it is applied ; in both 
of these principal features, the former in particular, 
the Archimedes is quite defective. With regard 
to power and effect, it will be shown hereafter, 
there is an absolute loss of 46 horses in the Archi- 
medes, occasioned by the enormous friction or ad- 
hesion against the screw, together with the re- 
ceding of the water. To give the reader an idea 
of the amount of power thus wasted, by the stated 
excessive velocity of the thread in going through 
the water, suppose the low speed of 8 J knots at- 
tained by the Archimedes, that is less than 10 sta- 
tute miles per hour, say, for round number, 10 miles, 
equal to 880 feet per minute. Two different screws 
having been applied to the Archimedes during the 
early trials, one 7 feet in diameter and 8 feet long, 
and the other 6 feet in diameter and 7 feet 6 inch- 
es long, and the latter requiring the least speed of 
the two, the following calculations will be founded 
upon the dimensions thereof. The loss of speed 
being admitted to be one-sixth, it follows that for 



12 

each revolution of the screw, the progress of the 
vessel, instead of being 7 feet 6 inches, (the length 
of the screw,) it will only be 6i feet , hence the 
number of revolutions requisite to produce 10 miles 
an hour, or 880 feet per minute, will be full 140 per 
minute. The diameter of the screw being 6 feet, and 
its length 7 feet 6 inches, with a thread of exactly 
one turn, it follows that the outer edge thereof will 
measure 20i feet in length; this number of 20J 
multiplied by the number of revolutions per minute, 
shows that the speed of the screw will be 2858 feet 
per minute, or nearly 48 feet per second ; hence, in 
order to propel a vessel at a rate of only 10 miles 
per hour, a velocity of upwards of 32 miles per hour 
must be given to the screw ! 

That a large surface cannot be moved through 
the water at such an enormous speed without much 
resistance, any one will suppose ; but the amount 
of the actual loss the reader would hardly credit. 
We have, however, accurate data for forming an 
estimate, by the known adhesion or friction of water 
against a given surface, at any given speed. Col. 
Beaufoy ascertained that a smooth surface, contain- 
ing 50 square feet, met with the following resis- 
tance : 



l! 


lbs 


6i 


It 


13J 


et 


24i 


ic 



13 

At 3 feet per second . . 

it n 11 tl 

(< Q Ct tt 

" 12 " 

By inspecting these figures it becomes manifest that 
the resistances increase exactly as the square of the 
velocities ; and therefore when the resistance at 12 
feet per second is 24i lbs. it will be 380 lbs. at 47J 
feet per second, or 1\ lbs. per square foot. Now, 
in the screw under consideration it will be found 
that the mean of the friction or adhesion against 
both sides of the thread will be very nearly equal to 
that offered to a surface of forty square feet moving 
at equal velocity to the outer edge of the thread ; 
hence the adhesive resistance of 304 lbs. with a ve- 
locity of 2858 feet per minute, or 868,832 lbs., rais- 
ed one foot high in a minute, (equal to 26t 3 o horses 
power) must be exerted by the moving force without 
producing any useful effect. The power of the en- 
gine being 90 horses, and the loss produced by the 
receding of the water admitted to be one-sixth, or 
15 horses, it follows that 41 horses power are wast- 
ed, to say nothing of the loss occasioned by the 
multiplying gear, and by the unfavourable action of 
the screw or blade towards the centre, before alluded 
to. The reader will, after this demonstration, un- 
derstand why the speed attained has only been 8£ 



14 

knots per hour in open water, with 90 horses power 
applied to a vessel of such beautiful lines as the 
Archimedes. 

The explosion of the boilers of the Archimedes, 
with its lamentable consequences, may also be traced 
to the cause thus explained, viz. the great resist- 
ance produced by the excessive velocity of the 
screw ; for, had not this unlooked for resistance 
operated, the power] of the Archimedes' engines 
would have been ample to give the required speed, 
without raising the steam in the boilers above the 
ordinary and safe pressure. 



15 



THE ERICSSON PROPELLER. 

The leading feature of this propeller is, that it 
works entirely under water, and that its construction 
is such that it can be applied to all existing vessels 
without the least alteration in their structure. 

The next important feature is, that it will give 
any required speed to the vessel by a direct commu- 
nication to the engine without the intervention of 
cog-wheels, bands, or any kind of multiplying gear ; 
and also that it admits of being worked by an en- 
gine constructed to use steam 'permanently expansive. 

Another important feature is, that the propeller 
being placed in the centre of motion, the heeling of 
the ship, under a heavy press of canvas, does not 
affect its efficiency; thus the power of wind and 
steam may be advantageously combine d, and thereby 
a greater speed produced than has been hitherto at- 
tained. 

Description. 

This propeller consists of a short cylinder or thin 
broad hoop, made of wrought iron, to the outside cir- 
cumference of which a series of thin plates are at- 
tached, of a spiral or winding form ; the hoop is sup- 



16 



ported by spokes, also of a winding form, attached 
to a shaft, made to revolve by suitable steam ma- 
chinery. 



FRONT VIEW. 



SIDE VIEW. 




The spiral plates on the outside of the hoop are 
placed at an angle of about 45 degrees. 

When the propeller is caused to revolve, the ves- 
sel is urged forward by the resistance of the water 
against the spiral plates, produced by their oblique 
action, somewhat on the principle of sculling. 

The shafts or axes of the propellers pass through 
the run or sternpart of the ship, and are supported at 
the extreme end by iron braces fastened to the stern- 
post. 

The water is prevented from entering the ship 
round the shaft, where it passes through the run, 



17 

by means of a stuffing box, in a similar manner to 
the piston rod of a steam-engine. 

When applied to ships already built, two propel- 
lers are used, one on each side of the sternpost ; but 
when applied to steam vessels, or ships of war 
built for the purpose, a single propeller may be 
used, worked by a shaft passing through the centre 
of the sternpost, similar to the " Robert F. Stock- 
ton," which has been so succesfully employed on 
the rivers Delaware and Schuy]kill, during the last 
year ; but experience can alone decide, whether this 
arrangement possesses any advantages over the 
double propeller, applied as before described, parti- 
cularly as this latter mode does not in the least al- 
ter the present perfect construction of ships so fully 
tested by long experience. 

The steam machinery employed to give motion to 
the propellers is fixed in the run of the ship, alto- 
gether under the lower deck, so that a very small por- 
tion of the stowage is taken away. The engines in- 
vented by Capt. Ericsson for this purpose are remarka- 
bly simple in their construction, and give a contrary 
movement to the propeller shafts, without the inter- 
vention of any kind of cog-wheel, or even the ordi- 
nary beams and guides used in marine-engines. 
The moving parts of this engine being very 

few and light, admit of a much higher speed than 
3 



18 

would be deemed practicable in the common engine, 
a circumstance of much importance, as, from obvious 
reasons, great reduction in the weight and space 
occupied by the engine will be the necessary con- 
sequence. 

The shafts working close to the bottom of the 
ship also tend to simplify the machinery, doing 
away with the usual heavy framework of marine- 
engines. 

The propeller shafts may be detached from the 
crank shaft of the engine simply by withdrawing two 
bolts, whenever the wind is favourable, or it is 
deemed advisable to proceed under canvass. 

A powerful bilge-pump is attached to the engine, 
so constructed that it also may be used as a fire- 
engine, as well as for pumping the ship. 

Having given a brief outline of this invention, 
our attention should next be directed to its leading 
advantages, which, for the sake of distinction, it 
may be well to arrange in the following order : 

1. It admits of a perfect combination of the 
powers of wind and steam. 

2. It is productive of a great saving of power 
as compared with the paddle-wheel or Archimedean 
screw. 

3. A great saving in weight and space of the en- 
gines employed for giving motion. 



19 

4. A great saving in the weight of the propellers, 
as compared with the paddle-wheels ; the weight of 
the former being less than one-eighth of the weight 
of the latter, when of equal power ; and the weight 
of the iron braces for supporting the propeller shafts, 
being less than one-fortieth of the paddle beams 
and guard houses, indispensable in ordinary steam- 
boats. 

5. It may be confidently assumed that, upon an 
average, one half the quantity of fuel requisite in a 
common steam vessel will be sufficient, when this 
propeller is applied, which great saving is effected 
by two principal causes ; viz., the steam being al- 
ways worked expansively, producing a saving of 
nearly 60 per cent ; together with the circumstance 
that the immense waste of power attending the ordi- 
nary paddle-wheel in a rough sea, is completely ob- 
viated. 

6. Great saving in stowage room, or increased 
capacity for carrying fuel, effected first by the di- 
minished consumption, and secondly by the dimin- 
ished weight and size of the engines and boilers. 

7. The absence of all tremulous motion, in which 
respect the propeller is totally different from the 
paddle-wheel. 

8. The propeller being placed several feet below 
the water-line it is completely protected from gun- 



20 

shot, and thereby particularly applicable for war 
purposes. 

9. The great objection to the ordinary paddle- 
wheel, during severe winter, is entirely obviated, as 
the propeller is not affected by the ice. 

There are several other minor advantages result- 
ing from the use of the propeller, omitted in this 
work, being obvious consequences of those al- 
ready stated. 

Having now noticed its general advantages, it 
will be proper, in this place, to notice the appli- 
cation of the Ericsson propeller, to some of the 
most important objects, more in detail. 

First, with regard to Merchant Ships. — This 
branch of the subject being so much better under- 
stood and appreciated by the American public, (re- 
markable for acuteness in commercial matters,) the 
author prefers to cite the opinion of a leading New- 
York journal on this head : 

" Revolution in Ocean Navigation. — American 

Steamers. — The much desired combination of the 

powers of wind and steam for the navigation of the 
ocean, will, we have every reason to believe, soon 

be effected. 

" Messrs. Russell and Stephen Glover, of this 

city, known for great knowledge and experience in 



21 

all matters relating to navigation, are now applying 
Captain Ericsson's Ship-Propeller, to their fast sail- 
ing packet ship Clarion. 

" The steam machinery employed to turn the 
shafts and propellers, is fixed in the run of the ship, 
abaft the mizen-mast, under the lower deck, so that 
scarcely any stowage room is taken away. 

" The engines building for the Clarion will be 
equal to 70 horses power. The total weight of the 
whole machinery will not exceed 20 tons. These 
engines are of a remarkably simple construction ; 
the crank-shafts working close to the bottom of the 
ship, the heavy framework, indispensable in ordi- 
nary marine engines, is altogether dispensed with. 

" A powerful pump will also be attached to the 
engines of the Clarion, which may be used either as 
a fire-engine or for pumping the ship. 

" The consumption of fuel will not exceed four 

tons in twenty-four hours, owing to the economical 

mode of working the steam by expansion, which 

this propeller admits of at all times, whether the sea 

is rough or smooth. A blower being employed, the 

chimney will be very small, standing only twelve 

feet above deck." 

* * * * x 

" The practical results of having such a consider- 
able independent power on board a ship need 



22 

hardly be pointed out. On a lee-shore, or in a cur 
rent, such a ship is always safe ; in moderate head- 
winds or calms she proceeds steadily towards her 
destination ; if she springs aleak there is the un- 
tiring steam power to keep her dry, with a force 
exceeding one hundred men ; if struck by lightning, 
or her cargo ignited by spontaneous combustion, 
there is the same energetic power to extinguish the 
flames by throwing an unlimited quantity of water, 
but which is pumped back again as soon as it finds 
its way into the bilge. On making land, a ship 
provided with this propeller does not require the aid 
of a steam-tug; and even during the most severe 
winter her propelling machinery will remain equally 
efficient, being placed several feet below the water- 
line, and thereby protected against ice, and freed 
from an impediment which renders common paddle- 
wheels quite useless during severe winter. To this 
may be added, that the pursuit of a hostile man-of- 
war, or a pirate, may be disregarded by a captain 
who has the good fortune of commanding a ship 
possessing such powerful means for effecting a 
prompt escape, independent of the capricious agency 
of the wind. 

" The increased duty which will be performed by 
every ship provided with the Transversal Ship-Pro- 
peller, the great saving effected in pay and mainte- 



23 

nance of the crew, the reduced cost in providing for 
passengers, saving of interest of capital invested in 
the ship, saving of the interest on a valuable cargo, 
&c. consequent on making short passages, are advan- 
tages which this novel application of steam as an 
auxiliary will effect, but the amount of which we 
shall leave to the experienced merchant to estimate. 
In conclusion, we hail the improvement which the 
Messrs. Glover are now introducing into our mer- 
cantile navy, as being one of national importance ; 
and we predict, that if that success attends the 
Clarion, which there is every reason to anticipate, 
our splendid packet ships will soon resume the 
proud station which they occupied before the intro- 
duction of the British steamers ; and we may ere 
long see American steam-packets constructed to 
receive the combined efforts of wind and steam, far 
outstrip our rivals ; thus again restoring us to that 
mastery of the waves which signalized our country 
before all others, previous to the introduction of the 
European steamships." 

" Steam Ship Clarion. — We beg to correct your 
statement in Saturday's Herald respecting the appli- 
cation of steam power to our ship ' Clarion.' It is 
not the Archimedean screw that we are going to ap- 
ply, but a propelling apparatus possessing far supe 



24 

rior qualifications, viz. Capt. Ericsson's Ship Pro- 
paller, which has no other property in common with 
the screw of the experimental steamboat Archime- 
des, than that of working entirety under water. 

" Deeply interested in nautical commerce, we have 
watched with much attention the effects of the in- 
troduction of steam power for ocean navigation, 
and carefully estimated the probable results of the 
application of steam to our unrivalled American 
packet ships, and we have arrived at the conclusion, 
that an auxiliary steam power, capable of propel- 
ling- our ships at from seven to eight miles per hour 
in calm weather, will effect a revolution in com- 
merce far greater and more beneficial than the in- 
troduction of steam-ships. With these views we 
have noticed with much interest the development 
of the invention, which we now are applying to the 
" Clarion." We were present at the first trial of 
this ship-propeller in England, some time since, the 
result of which, corroborated by further trials of a 
practical nature, places the success of the principle, 
to our minds, beyond a doubt. 

"In endeavouring to introduce an improvement in 
navigation so much needed, and in the success of 
which so great an interest, both private and public, 
is at stake, we have been at some pains to ascertain 
the respective claims of the rival plans, and we find 



25 

that there is so great a difference in the practical 
utility and economy of the two, as to leave no room 
for hesitation as to the preference. 

" Russell E. Glover, 
" Stephen E. Glover. 
"New- York, Nov. 20, 1840." 

(See Appendix D.) 

Second, to Ships-of-War. — It is evident from 
what has been before stated, with regard to the con- 
struction of the Ericsson propeller, that it is a com- 
plete solution of the important problem which 
forms the greatest desideratum in naval warfare, 
viz., an apparatus the whole of which is placed at 
a considerable distance below the water-line, and 
capable of propelling the ship at any desirable velo- 
city — and it becomes doubly important from the cir- 
cumstance, that it may be applied to existing ships- 
of-war, without the least alteration in their struc- 
ture ; giving them a most decided advantage 
over all war steamers as at present constructed. 
On this particular application of the Ericsson pro- 
peller a leading New-York journal remarks as fol- 
lows : 

" Another important advantage connected with 

this movement is, in case of a sudden war the city 
4 



26 

of New- York could produce in ninety days more 
war steamers than all Europe combined. If all 
our splendid packet ships, such as the Roscius, Rus- 
sell Glover, &c, had guns on board they would be 
vessels of war ; and if the Ericsson Transversal Pro- 
peller were added, they would be converted into 
war steamers. None of an enemy's shot could 
touch the machinery, as the whole is many feet 
below the surface of the water. Thus the United 
States can put to sea more steam fighting ships in 
ninety days than there are now afloat in Europe." . . 
" Already we have shown that we can build w T ar 
or commercial steamers equal to the English, and 
even superior. One large packet company are now 

making" arrangements for constructing four Steam- 
er O o 

ships of two thousand tons each ; the progress they 
have made w r e shall soon learn. And those enter- 
prising merchants and captains, Stephen and Rus- 
sell Glover, in conjunction with Captain Ericsson, a 
skilful engineer and man of science, are fitting up 
the Clarion with a transverse propeller, and steam- 
engines on a new construction." .... "Of the 
necessity and importance of all this, all can judge 
who look at the troubled state of the times ; the 
border difficulties ; the Caroline question ; the boun- 
dary troubles ; the menacing tones of France ; the 
war-mania of Mehemet Ali ; and particularly the 



27 

rapid strides which Great Britain is making for 
empire, not only in China, but all over the world. 
Let our public functionaries think of these things, 
and keep their eyes open." 

Wliale-Jishery : — The advantages of the applica- 
tion of the Ericsson propeller are so evident, that 
any lengthened explanation on this point becomes 
unnecessary, since the present difficulties of chasing 
the whales, whether in calms or contrary winds 
would be entirely obviated, by the pow r er possessed 
of proceeding in any direction at will — the scraps of 
the whales, it should be observed, will supply the 
fuel for working the steam-machinery. 

Having said so much in favour of this important 
invention, justice to the public demands that none 
of its disadvantages should be overlooked, and in 
order that the reader may feel assured, there are no 
difficulties or weak points kept unnoticed in the 
back ground, this important duty of explaining 
the disadvantages of the Ericsson propeller, the au- 
thor undertakes faithfully to perform, assuring the 
reader, that there are no others known to himself, 
or which, after mature deliberation with some of the 
first engineers of the day, have been suggested, 
than those which he is now about to explain. 

A correspondent of the London Mechanics' Ma- 
gazine has asked, " what sort of a figure one of 



28 

the Transatlantic steamers would cut with a pro- 
peller in her stern, when met by such gales as the 
Great Western and British Queen have to contend 
with." This plainly shows that he has no correct 
knowledge whatever of the subject on which he 
volunteers to give such a decided opinion, for it 
is in this very instance, that a propeller, the prin- 
ciple of which is, that of working entirely under 
water, and thereby, as will be presently proved, not 
subjected to the disadvantages attending the paddle- 
wheel, from heavy sea and excessive immersion, 
will " show off" to the best advantage and "cut" the 
best figure. 

The elaborate writings on the theory of the paddle- 
wheel, which have appeared in the late edition of 
Tredgold, &c. from time to time, renders it un- 
necessary to enter upon any detailed statement 
of its powers and defects, more particularly since 
the Atlantic steam-packets have so fully established 
the fact, that for sea-going purposes, an immense 
waste of power attends this mode of propelling, and 
which, even in smooth water, under the most favour- 
able circumstances, amounts to one-third of the 
power employed. 

The Great Western steam-ship company, with 
three years' experience on the subject, having decid- 
ed to hazard the substitution of the Archimedean 



29 

screw, imperfect as it manifestly is, proves more 
completely than the most elaborate philosophical ar- 
gument, that the paddle-wheel is most defective. 

An ordinary observer, who has been at sea in a 
steamer, during a gale, must be convinced, that how- 
ever perfect the paddle-wheel may be for rivers and 
smooth water, it is the most inefficient propeller for 
ocean navigation that can well be conceived, for, 
during a gale, the speed of the engines is gene- 
rally reduced to one-half, so that an engine of 
400 horses power is at once reduced to 200 horses ; 
but even this power is by no means employed in 
urging the ship forward, fully one-half being wasted 
by the unfavourable action and deep immersion of 
the paddles. Thus, at a time when most power is 
wanted, we find an engine of 400 horses power re- 
duced to that of 100 horses effective force. Besides 
this radical defect, there is the enormous waste of 
fuel, occasioned not only by the stated unfavourable 
action of the paddles, but also because the steam is 
never worked expansively in such circumstances : 
hence, the power expended, compared to the useful 
efTect produced, will be in the ratio of nearly 3 to 1. 

Now, let us consider what is likely to take place 
by substituting the Ericsson Propeller, constructed 
to work entirely under water. The immediate effect 
of the sea and the motion of the vessel on this pro- 



30 

peller, will evidently be two-fold ; first, the propeller 
will either be submitted to an excess of immersion, 
or secondly, it may in a very heavy sea, be lifted half 
out of water. In the first case no effect whatever on its 
speed or propelling power will be experienced, since 
its very principle is that of working entirely under 
water. Now, whether the top of the propeller be im- 
mersed 4 feet or 10 feet in the water, can make no 
difference, the specific gravity of the fluid being (in 
a practical point of view) the same in both cases; 
thus, unlike the paddle-wheel, which loses its effi- 
ciency, and occasions an enormous loss of power 
when deeply immersed, the propeller continues uni- 
formly effective at any degree of excessive immer- 
sion, whilst, from obvious reasons, that increased im- 
mersion can in no manner be attended with waste of 
power. It is also worthy of notice that the excess 
of immersion of the paddle-wheel, so injurious, is 
not only produced by heavy sea, but also by the 
heeling as well as the rolling of the ship : these 
latter causes producing no effect whatever on the 
Ericsson Propeller, in consequence of its revolving 
on the longitudinal axis of the vessel. 

With regard to the ascending motion, it will be 
seen that when the propeller is lifted half out of 
water, its force to urge the ship forward will not be 
reduced, for as soon as the resistance of the water 



31 

against the spiral planes become less, by the dimin- 
ished surface presented, the speed of the propeller 
will increase until a resistance is established equal 
to the moving force : the practical effect therefore of 
the reduced immersion will be an increase in the 
speed of the engines; but this increase will not be 
very considerable, for the resistance of the water 
against the spiral planes is not in a direct ratio, but 
will increase as the square of the velocity increases. 
Experiments, made to ascertein the actual speed 
of a vessel fitted with the propeller compared to the 
progressive motion of the spiral planes, prove that 
the difference does not amount to 10 per cent. Thus, 
supposing the propeller to be half out of water, it 
will unquestionably continue to urge the vessel for- 
ward with undiminished force ; but there will be an 
increased speed of the engines in the ratio of 4 to 3 
nearly. Careful observation however of the motion 
of a vessel at sea has established the fact, that a 
propeller, the top of which is placed below the sur- 
face of the water to a depth equal to one-fourth the 
draught of water of such vessel, will not be kept 
half out of water for more than one-fourth part of 
the whole time, thus reducing the apparent loss of 
25 per cent to only 6 per cent. This fact, contrasted 
to what has been before stated respecting the im- 
mense loss attending ordinary paddle-wheels, will 



32 

give the very best idea as to " what sort of figure" a 
Transatlantic steamer will ere long " cut" with the 
Ericsson Propeller in her stern. To this add the 
effect of a stiff breeze on the beam of a ship, carry- 
ing a heavy press of canvas, fitted with the propeller, 
and compare the result, either in point of speed or 
saving of fuel, to that attending a common steam- 
vessel, which in similar circumstances would have 
the lee paddle half under water. 

The next important objection to that of the constant 
variation in the immersion of the propeller alluded to, 
produced chiefly by the pitching of the vessel, is the 
" drag," or retarding effect occasioned by the body 
of the propeller, in its passage through the water 
in the direction of the ship. This retardation, it 
will be seen, is by no means so great as would at 
first appear, for it is the sectional dimensions of the 
hoop, with its series of spiral planes, spokes, and 
central parts, which determine this resistance ; but 
these being exceedingly small, the resistance will, 
of course, be very inconsiderable. A calculation, 
founded on the actual dimensions of the " Clarion " 
propellers, will set this supposed great objection 
completely at rest. The hoop being 3 feet 6 inches 
in diameter, and i inch thick, it will present 61 
square inches sectional surface ; the spiral planes, 
eight in number, being 18 inches deep, f of an inch 



33 

thick will together present 77 square inches ; the 
spokes will present 80 square inches ; the central 
part 64 square inches — in all 282 square inches, or 
not quite 2 square feet. The braces attached to the 
stern-post for supporting the propellers, each 1 inch 
thick, present together lj square foot; thus the 
whole sectional surface to be "dragged" through 
the water, and which unquestionably produces 
wasteful resistance, amounts only to 5 1 square feet ; 
in addition to this, it should be stated that the 
various parts named do not present flat faces and 
square corners, but are made very tapering, or 
brought to a sharp edge, fore and aft; hence, in 
order to arrive at an accurate estimate of the re- 
tarding effect produced by their passage through the 
water, we have simply to compare their sectional 
area, 5^ square feet, to the sectional area of the 
" Clarion" midship section of 240 square feet, and 
also their superficial measurement, 280 square feet, 
to that of the ship, about 5000 square feet ; the 
former amounting to one 45th part, and the latter to 
one 18th part, it will be seen that the elements of 
resistance of the propeller, compared to those of 
the ship, do not amount to 3 per cent. ; and thus it 
will be readily conceded that the power requisite to 
overcome the "drag," or retarding effect of the pro 
5 



34 

peller, will only amount to 3 per cent, of that requi- 
site to propel the ship at any given speed. 

The oblique action next claims our serious con- 
sideration. The abstruse calculations and contra- 
dictory theories offered on this subject by some emi- 
nent philosopers and mathematicians induces the 
author not to enter on the theory of the Ericsson 
Propeller, convinced that the reader will prefer the 
result of practice to the most elaborate mathematical 
demonstration ; he therefore simply begs to refer 
to the annexed statement, (see Appendix A.) show- 
ing the actual results of trials instituted for the ex- 
press purpose of testing practically the effect of this 
propeller ; and which experiments, it will be seen, 
have been conducted in the presence of a great 
number of gentlemen known to possess much 
scientific and practical knowledge, and therefore 
may be confidently relied upon. 

It has been stated as an objection to this propeller, 
that it will be quickly destroyed by the salt water 
and the galvanic influence produced by the vicinity 
of the copper sheathing of the ship. These objec- 
tions might at once be removed by substituting 
copper for iron in the manufacture of the propeller ; 
but the supposed difficulties are more easily obviat- 
ed by attaching zinc plates to the propeller. 

The weight of the propeller, suspended as it is, 



35 

at the extreme point of the ship's stern, has been 
supposed by many to be very injurious, and likely 
to " rack the stern ;" this objection, however, be - 
comes quite insignificant on considering that each 
propeller for the " Clarion " only weighs 900 lbs. 
As to the effect of the sea on the propeller, pro- 
duced during pitching, we have only to reflect that 
the action on the hoop is greatly diminished by the 
roundness of its form, to say nothing of its very 
small diameter. Respecting the action on the spiral 
plates themselves, it is evident, from their angular 
position and extreme thinness, that they will be ex- 
posed to quite an inconsiderable pressure. The 
pressure of the water against the under side of the 
shaft, during the descending motion of the ship's 
stern, will not be sufficiently great to bear up the 
shaft, were it even less than one half of its actual 
weight, however violent the pitching may be. 

Philosophical arguments may fail, after all, to 
convince the public of the truth of the forego- 
ing remarks ; reference is therefore again made to 
practice and experience. About two years ago an 
iron steamer was constructed in London with Cap- 
tain Ericsson's Propeller, which, after several trials, 
was sent to America by its owner, Captain Robert 
F. Stockton of the United States Navy, a gentleman 
so well known for high attainments in his profes- 



36 

sion. This iron boat has been used as a tug in the 
Schuylkill and Delaware rivers with the most per- 
fect success. Her remarkable performances on the 
river Thames, previous to her departure, are detailed 
in the Appendix, A., to which may be added, that at 
the commencement of the last month she towed four 
laden barges from Bordentown to Philadelphia, 
through dense masses of floating ice, completely 
establishing that the propeller is not in the least im- 
peded by severe frost, and in this respect possesses 
a singular superiority over the paddle-wheel. 

The valuable experience thus gained as to this 
propeller was not likely to be overlooked by the 
United States government, nor by the thinking por- 
tion of the community ; consequently the greatest 
interest has been evinced, and the result has been 
what might naturally be expected from enlightened 
minds. The subject has been fully considered by 
the Navy Department, and the Commissioners have 
recommended to Congress the propriety of immedi- 
ately adopting the Ericsson Propeller by building a 
war steamer forthwith upon this plan, pointing out 
the propriety of discontinuing the constructing of 
war steamers with paddle-wheels. 

The Navy Commissioners, in their well-consider- 
ed recommendation, in which they allude to the 



37 

striking advantages attending the Ericsson engine 
and propeller, conclude with the following sentence : 
" The rapid increase of sea steamers of war in 
other countries renders it indispensable to the secu- 
rity of our own shores that early measures should 
be taken to increase this part of our naval force, and 
that all reasonable measures should be adopted 
to ascertain the best arrangements, not only for se- 
curing their efficiency when on our own coasts, but 
also for distant and more general cruising service." — 
See Appendix, B. 

To prove that the commercial interests are per- 
fectly alive to the importance of the experience allud- 
ed to, Messrs. Russell and Stephen Glover, of New- 
York, known for long practical knowledge in all 
matters relating to navigation and commerce, have 
applied the Ericsson propeller to their fine packet 
ship the " Clarion," and are about to introduce it 
extensively into the mercantile navy. 

The author would not have urged this matter so 
zealously to the consideration of the public, but that 
he is aware how reluctantly any improvements, how- 
ever good, are appreciated and adopted ; or if appre- 
ciated, how much they are opposed by private inter- 
ests, and too frequently their important features pil- 
fered by public bodies, who have neither the justice 
to remunerate, nor the liberality to acknowledge from 



38 

whence they derive the information by which often 
originally defective plans are rendered useful and 
lucrative. 

Independent of what has been stated in the pre- 
ceding pages, it is no small recommendation to 
know, that this vast improvement in navigation is 
the production of Captain Ericsson, known to be an 
engineer of the highest standing in his profession, 
and acknowledged even by his opponents to be a 
man of great theoretical and practical knowledge, 
and that the propeller and engine, which he has pre- 
sented to the world, has occupied his best attention 
for several years. 

It is not possible to conceive an improvement 
more important than that which has been explained 
by the foregoing remarks. To facilitate commerce 
and friendly intercourse between nations, and, as a 
consequence, promote the cause of civilization, 
are objects worthy of the philanthropist and states- 
man ; and such results cannot fail to attend the 
introduction of the improvements treated of in the 
preceding pages : with that object in view, they are 
respectfully submitted to public attention. 



APPENDIX. 



Extract from the Mechanics' Magazine. 

We are now gratified in giving the result of some of her first experi- 
ments on the Thames. On Saturday week she was on the river with a 
party of about thirty gentlemen, invited to witness her performance, all of 
whom were quite astonished at her speed, nine miles being run, with the 
tide, in 35 minutes. Suppose 2\ miles allowance for the tide, there 
would be left full 12 miles an hour for the speed of the boat. But her 
triumphant experiment was made on Wednesday last, when she was put 
to the task she was designed for, showing her power for towing. 

No. 1. Neptune, 15 feet beam, 4 feet 6 inches draught. 

2. Joseph, 15 feet 7 inches beam, 4 feet 6 inches draught. 

3. Ugis, 13 feet four inches beam, 4 feet draught. 

4. Mary, 15 feet 2 inches beam, 4 feet 6 inches draught. 

Four loaded coal barges, of the dimensions and draught as described 
above, were made fast to the Robert F. Stockton, making, in all, 59 feet 
1 inch beam, with square ends and upright sides, besides the steamer. 
All ridiculed the idea of attempting, with so small a boat, to tow such an 
immense, ugly mass, and the coal-heavers swore they would " eat her if 
she moved them at all." In less than one minute from the time of the 
starting of the engine, it was at the speed of 49 revolutions in a minute, 
and actually towed the whole 1 measured mile in 1 1 'minutes, the water 
being perfectly still. The difference of speed between the propellers and 
the body moved being but 22 per cent, while the loss of power with wheels 
over the side, in the best constructed boats, running light, is allowed, both 
in theory and practice, to be 33|. 

Further experiments will, doubtless, be made, the results of which we 
shall take great pleasure in laying before the public ; and in the mean- 
time we venture to predict, that, for canal and ocean navigation Erics- 
son's Propeller is destined to supersede every other application of the 
power of steam. 

From the London Times. 

" It is a fact requiring no demonstration, that almost incalculable ad- 
vantages would be derived from steam navigation if the present paddle- 
wheel were of such a nature as not to be retarded, and not to waste the 
steam power at sea in rough weather, or during the heeling of the vessel 
produced by the pressure of sails, in using that cheap auxiliary the wind. 
It is admitted, that the loss of power in the best constructed paddle- 



40 

wheels, arising from their unequal immersion, from the angle of incidence 
at which the paddle strikes the surface and from the receding of the wa- 
ter, is about one-third. It is also a fact readily admitted, on considering 
the defects alluded to, that no material improvement can be effected un- 
less that mode of applying the power is superseded by some propelling 
apparatus capable of acting with full efficacy when wholly under water 
as well as when partially immersed ; in other words, a propeller which, 
under all circumstances, is capable of imparting an equal force to the 
vessel whilst subjected to sudden or gradual variations in the draft of 
water, whether produced by a heavy sea, pressure of sails, or by increase 
or diminution of cargo. These conditions are fulfilled by Capt. Erics- 
son's Propeller, which may be briefly described as consisting of two 
wheels of wrought iron, formed by a series of spiral plates, rivetted to 
narrow cylinders of the same material, which are connected by radiating 
spiral arms to the centre. These wheels are attached to shafts (the one 
to which the inner wheel is fixed being hollow) passing through the stern 
of the vessel, and revolving to opposite directions, each series of plates 
being so placed on the cylinders. 

The results of a variety of trials prove, that great saving in time and 
expenditure ensue ; we, therefore, anticipate important changes in steam 
navigation from its introduction and use. 

The great power exhibited, during the early trials of this propeller, 
about eighteen months since, induced some American canal proprietors 
to order an iron steam-boat, with a 50 horse engine, to be fitted with the 
new propeller. The small iron steamer, called the Robert F. Stockton, 
has lately arrived in the Thames from Liverpool, and will shortly pro- 
ceed to the United States : her dimensions are 70 feet in length on deck, 
and 10 feet beam. A variety of experiments have been made in presence 
of several scientific and practical men, who consider the success to be 
perfect. Although constructed for towing purposes only, this boat has 
frequently gone at the rate of 12 miles an hour. As to her power as a 
tug, we are informed, that, on Tuesday last, January 29, she towed the 
American packet ship Toronto from Blackwall to the lower point of 
Woolwich, a distance of 31 miles, in 40 minutes, against the flood tide, 
then running from 2 to 2\ miles ; thus towing her through the water 
at the rate of upwards of 6 miles an hour. The Toronto is 650 tons bur- 
then, she measures 32 feet beam, and drew, at the time of trial, 16 feet 
9 inches. Thus presenting a sectional area of more than 460 square 
feet. Now, the fact of this body having been moved at a rate of up- 
wards of 6 miles an hour, by a propeller, or piece of mechanism, measur- 
ing only 6 feet 4 inches in diameter, and occupying less than 3 feet, is 
one which, scientifically considered, is interesting in the extreme, and, in 
a practical or commercial point of view, is of immense importance." 
And again, from the same journal : 

" The experimental iron steamboat Robert F. Stockton, constructed for 
testing Captain Ericsson's Propeller, which we noticed some time since, 
being on the eve of departure for the United States, at the request of a 
number of scientific gentlemen who were desirous of witnessing her per- 



41 

formance, the proprietor consented to another trial being made, and, on 
Saturday last, a large party was invited for this purpose. Among those 
present were Major-General Sir John Burgoin, Chairman of the Board 
of Public Works, and Commissioner of Steam Navigation, &c, Ireland ; 
Major Robe, of the Royal Engineers ; Mr. James Perry, of Dublin, lately 
concerned in canal navigation ; Messrs. Vignolles, Delafield, Reid, Na- 
pier, and Thomas ; several distinguished Swedish naval officers ; Captain 
Stockton, of the United States Navy ; Mr. Ogden, Consul of the United 
States at Liverpool ; Mr. Young, an American civil engineer, &c. Some 
thirty gentlemen were present, and the result of the trial gave universal 
satisfaction. 

One of our correspondents having before described the construction of 
the new propeller, we will now more particularly direct attention to the 
effect produced during the trial, which appeared quite conclusive as to 
the success of this important improvement in steam navigation. The 
distance from the West India South dock to a point opposite Woolwich 
church, and back, measuring 37,000 feet, was passed in 45 minutes pre- 
cisely, (21 minutes with, and 24 against the tide,) the boat towing at the 
same time a heavy city barge on the one side, a large wherry on the 
other, and another wherry astern. The speed of the engine being re- 
peatedly timed by one of the gentlemen present, Mr. Young, an intelli- 
gent American engineer, it was found to average 66 revolutions per mi- 
nute, or 2970 during the 45 minutes. The inventor demonstrated, by 
accurate working drawings, that the spiral planes of the propeller are set 
at such an angle that, had the resistance of the water been perfect, the 
progress of the boat could only have been 13 2-10ths feet at each revolu- 
tion, or 39,204 feet during the time, instead of 37,000 actually performed, 
thus showing a loss of less than 6 per cent. Respecting the engines for 
working the propeller, it was observed, that they may be made much 
stronger and more compact than ordinary marine engines, in consequence 
of the power being applied directly to the shaft which works very near 
the bottom ; this, for sea-going vessels, will be very important, and their 
original cost must be considerably reduced, as all the paraphernalia of 
shafts, wheels, wheel-guards, &c, will be dispensed with. We were 
struck with the great regularity of the motion, not the slightest jar being 
perceptible. The engines consist of two cylinders 16 inches in diameter, 
with 18 inches stroke, and are worked by steam, of a pressure varying 
from 351b. to 551b. to the square inch ; their construction is extremely 
simple, and evinces a knowledge of steam machinery in the inventor 
which is calculated to give additional confidence in the success of his pro- 
peller in all the varieties of its application for the canal, river, or ocean 
navigation." 

It will be seen, that, in her first experiment, towing four heavy laden coal 
barges at the rate of b\ miles the hour, the difference of speed between 
her propeller and the mass moved was only 22 per cent. Her ordinary 
speed, running light, was proved, to the satisfaction of a large party of 
scientific gentlemen who witnessed her performance, to be between eleven 
and twelve miles an hour. 



42 

In her second experiment she towed the packet-ship Toronto upwards 
of six miles an hour. The speed of her engines is not given in this trial ; 
bat the loss must, necessarily, have been less than in the first. But, in 
the third, all the data are given by which it may be accurately estimated. 
She had a heavy city barge, in which thirty persons might sit comfortably 
under a standing awning, lashed on one side, a large wherry on the other, 
and another wherry towing astern — with these obstructions she ran, by 
measured distances, upwards of 9 miles an hour, through the water, inde- 
pendent of the tide, and her loss of power was less than 6 per cent. The 
revolutions of her propeller, it will be seen, were 66 in a minute, and her 
progressive motion (supposing a perfect resistance) could only have been 
i3 2-10ths feet. 
The loss, in well constructed side wheels, is admitted to be 33i per cent. 
The loss of the Archimedes screw running light, .... 25 " 
The loss of Ericsson's propeller, towing at the rate of 

b\ miles the hour, 22 " 

Ditto, running light, less than 6 " 

These are not matters of opinion ; they are demonstrated facts. 



B. 

Extract from the report of the Secreatary of the Navy to the President of the United States. 
4th December 1840. 

It is also considered desirable not only to complete the two steamers 
now building, but to commence another steamer, to be propelled by Erics- 
son's propeller and other new arrangements of the working cylinders, as 
proposed by Captain Stockton of the navy. As only five of the six ves- 
sels^which were authorized by the act of the 3d of March, 1837, have 
been built, it is believed that the sixth may be constructed to test the effi- 
ciency of this mode of propelling vessels, by comparison with the ordi- 
nary mode, without any deviation from the spirit of that law, which mere- 
ly limits the extent of the armament of the vessels. 

The department, as you may recollect, were only prevented from in- 
cluding this in the estimates for 1840 by the supposed necessity of limit- 
ing the estimates to a certain amount. 

The apparent advantage which this mode of propelling steamers has 
over the common paddle-wheels, with respect to safety from shot, and in 
the form and arrangements of the vessels for sailing purposes, renders it, 
in the opinion of the Board, desirable that the plan should now be sub- 
jected to the test of actual service, in a vessel which may be large enough 
to give it a fair and satisfactory trial, and yet no larger than is necessary 
for that purpose, until its advantages shall have been tested by actual 
service. 

The rapid increase of sea-steamers of war in other countries renders it 
indispensable to the security of our own shores that early measures should 
be taken to increase this part of our naval force, and that all reasonable 
measures be adopted to ascertain the best arrangements, not only for se- 
curing their efficiency when on our own coasts, but also for distant and 
more general cruising service. 



43 
C. 

From the Courier and Enquirer, 24th Nuv. 1840. 

Revolution in Ocean Navigation — American Steamers. — The much 
desired combination of the powers of wind and steam, for the navigation 
of the ocean, will, we have very reason to believe, soon be effected. 

Messrs. Russell and Stephen Glover of this city, known for great 
knowledge and experience in all matters relating to navigation, are now 
applying Capt. Ericsson's Ship Propeller, to their fast sailing packet-ship 
Clarion. The leading feature of this propeller is, that of working entirely 
under. It consists of two iron hoops to which a series of iron plates of a 
winding shape are attached, — these plates are fixed at an angle of about 45 
degrees, and when caused to revolve, propel the ship by acting obliquely 
against the water, somewhat on the principle of sculling. The iron hoops, 
with their winding plates or paddles are attached to shafts passing through 
the run of the ship, one on each side of the stern post. 

The steam machinery employed to turn the shafts and propellers, is 
fixed in the run of the ship, abaft the mizen-mast, under the lower deck, 
so that scarcely any stowage room is taken away. 

The engines building for the Clarion will be equal to 70 horse power. The 
total weight of the whole machinery will not exceed 20 tons. These en- 
gines are of a remarkably simple construction ; the crank shafts working 
close to the bottom of the ship, the heavy frame- work, indispensable in 
ordinary marine engines, is altogether dispensed with. 

A. powerful pump will also be attached to the engines of the Clarion, 
which may be used either as a fire-engine or for pumping the ship. 

The consumption of fuel will not exceed four tons in twenty-four hours, 
owing to the economical mode of working the steam by expansion, which 
this propeller admits of, at all times, whether the sea is rough or smooth. 
The blower being employed, the chimney will be very small, standing 
only twelve feet above deck. 

Whenever the wind is favourable, it is intended not to use the steam 
power, in which case the propeller shafts will be detached from the en- 
gines, that being effected by simply drawing two bolts. An accurate 
estimate of the resistance offered by the propellers in revolving freely by 
the motion of the ship, has established the iact that their diag or retarding 
effect will not diminish the speed of the ship more than 5 per cent, when- 
ever that speed exceeds 10 miles per hour. 

The practical results of having such a considerable independent power 
on board a ship, need hardly be pointed out. On a lee-shore, or in a cur- 
rent, such a ship is always safe ; in moderate head winds or calms she 
proceeds steadily towards her destination ; if she springs aleak there is the 
untiring steam power to keep her dry, with a force exceeding one hundred 
men; if struck by lightning, or her cargo ignited by spontaneous combus- 
tion, there is .the same energetic power to extinguish the flames by throw- 
ing an unlimited quantity of water, but which is pumped back again as 
soon as it finds its way into the bilge. On making land, a ship provided 
with this propeller does not require the aid of a steam tug, and even dur- 



44 

ing the most severe winter, her propelling machinery will remain equally 
efficient, being placed several feet below water line, and thereby protected 
against ice, and free from an impediment which renders common paddle 
wheels quite useless during severe winter. To this may be added that 
the pursuit of a hostile man of war, or a pirate, may be disregarded by a 
captain who has the good fortune of commanding a ship possessing such 
powerful means for effecting a prompt escape, independent of the capri- 
cious agency of the wind. 

The increased duty which will be performed by every ship provided 
with the Transversal Ship Propeller, the great saving effected in pay and 
maintenance of the crew, the reduced cost in providing for passengers, 
saving of interest of capital invested in the ship, saving of the interest 
on a valuable cargo, &c. consequent of making short passages, are advan- 
tages which this novel application of steam as an auxiliary will effect, 
but the amount of which we shall leave to the experienced merchant to 
estimate. In conclusion, we hail the improvement which the Messrs. 
Glover are now introducing into our mercantile navy, as being one of na- 
tional importance ; and we predict, that if that success attends the Cla- 
rion, which there is every reason to anticipate, our splendid packet-ships 
will soon resume the proud station which they occupied before the intro- 
duction of the British steamers ; and we may ere long see American 
steam-packets constructed to receive the combined efforts of wind and 
steam, far outstrip our rivals ; thus again restoring us to that mastery of 
the waves which signalized our country before all others previous to the 
introduction of the European steam-ships. 



I) 



Fiom the New York Herald of Nove iiber 23d, 1840. 

We beg to correct your statement in Saturday's Herald respecting 
the application of steam power to our ship " Clarion." It is not the Ar- 
chimedean screw that we are going to apply, but a propelling apparatus 
possessing far superior qualifications, viz., Captain Ericsson's Ship-Pro- 
pellor, which has no other property in common with the screw of the 
experimental steamboat Archimedes, than that of ivorking entirely un- 
der water. 

Deeply interested in nautical commerce, we have watched with 
much attention the effects of the introduction of steam power for ocean 
navigation ; and carefully estimated the probable results of the appli- 
cation of steam to our unrivalled American packet ships, and we have 
arrived at the conclusion that an auxiliary steam power, capable of pro- 



45 

pelling our ships at from seven to eight miles per hour in calm weather, 
will effect a revolution in commerce far greater and more beneficial than 
the introduction of steamships. With these views we have noticed with 

much interest the development of the invention, which we now are ap- 
plying to the Clarion. We were present at the first trials of this ship 
propeller in England some time since, the result of which corroborated 
by further trial of a practical nature, places the success of the principle, 
to our minds, beyond a doubt. 

In endeavouring to introduce an improvement in navigation so much 
needed, and in the success of which so great an interest, both private 
and public, is at stake, we have been at some pains to ascertain the 
respective claims of the rival plans, and we find that there is so great a 
difference in the practical utility and economy of the two as to leave no 
room for hesitation as to preference. 

The screw of the " Archimedes' 1 works in a large square opening in 

the " dead wood" of the vessel, and requires, if applied to ordinary ships, 
an entire alteration of the stern, both costly and hazardous as to the 
strength of the after part of the ship. In addition to this, the screw of 
the Archimedes is worked at such a great speed (exceeding one hundred 
revolutions per minute) that the use of a heavy intricate combination of 
cog-wheels is required to give the necessary velocity, the speed of the 
Archimedes* engines being thereby actually multiplied five times. With- 
out pretending to mechanical knowledge, we assert confidently that such 
high speed must be very objectiouable in practice, and cannot fail to be 
attended with loss of power. The excessive velocity of the screw, in 
particular, must be productive of much wasteful resistance in going 
through the water. We are supported in this opinion by the result of the 
late trial of the Archimedes, at Liverpool, against the tug William Gun- 
stan, in which the latter, with engines of less power, turned the Archi- 
medes astern at the rate of several miles per hour, against the exerted 
whole force of her superior engine power. 

The transversal ship propeller, which, from its motion being trans- 
versely to the line of the keel, is so named in contradistinction to the 
paddle-wheel, may be applied to any ship without the least alteration to 
her stern. It consists of a thin broad hoop, made of wrought iron, sup- 
ported by arms of the same material, and attached to a central shaft, 
which passes through the run of the ship. To the circumference of the 
said hoop are attached a series of plates (spiral planes) also of wrought 
iron, placed at an angle, the whole weighing under 900 pounds ; two of 
these propellers, revolving in contrary directions, one on each side of the 
sternpost, their axes being supported by iron braces secured thereto. 
The effect of the current of water produced by the motion of the propel- 
ler will, as you properly remark, increase the efficacy of the rudder. 
The distinguishing feature, however, of the transversal ship-propeller is, 
that the contrary movement is effected, and the ship propelled at any 
required speed without the use of cog-wheels ; the whole arrangement 
being extremely simple. The total weight of the machiney for the 
Clarion, consisting of two engines of 3-3 horse-power each, boilers, pro- 



46 

peller, &c, will not exceed 20 tons. All will be ready to be placed on 
board by the end of next month. 



RUSSELL E. GLOVER, 
STEPHEN E. GLOVER. 



New- York, Nov. 20, 1840. 



E. 

From the N. w-York Herald. 



Progress of Steam-navigation — A new line of packets to Havana. — 
By reference to our advertising columns, it will be seen that a new line of 
steam-packets is to be formed immediately between this port and Havana, 
to leave on the 5th and 15th of each month. The first steam-packet to 
leave this port under the arrangement will be the Clarion, which is to be 
hauled up to day (January 15) at the Dry Dock, for the purpose of having 
a steam-engine and Ericsson's patent Propeller inserted in her. 

This movement will form an entirely new era in steam navigation. 
The great advantages that the Clarion will have over other vessels are 
these . — she can proceed on her voyage in a calm as well as a gale ; she 
can pump herself out if leaky, at the rate of 150 men power per hour; 
she can also, if struck by lightning, and set on fire (like the Poland) drown 
the fire out in a very short time, by her powerful engine. Again, furnished 
with the propelling power, she will always be sure of stays in beating off 
a lee shore in heavy weather, when other vessels will have to wear. And, 
lastly, the speed of the ship under close reefed top-sails and courses, on 
the wind, in a heavy sea, and going at the rate of five miles per hour, can 
be increased to eight, more or less, at the discretion of the commander. 

One objection made by merchants may be the expense ; but the price 
depends altogether upon the rate of speed. If a shipmaster is satisfied 
with four or five miles, to keep him off the rocks and shoals, when bound 
to New-Orleans, the propeller will cost but a small sum. But, if necessary, 
speed and expense can be increased to almost any extent. Another im- 
portant advantage, connected with this movement is, in case of a sudden 
war, the city of New- York could produce, in ninety days, more war steam- 
ers than all Europe combined, [f all our splendid packet ships, such as 
the Roscius, Russell Glover, &c , had guns on board, they would be vessels 
of war ; and if the Ericsson Transversal Propeller were added, they 
would be converted into war-steamers. None of an enemy's shot could 
touch the machinery, as the whole is many feet below the surface of wa- 
ter. Thus the United States can put to sea more steam fighting ships in 
ninety days, than there are now afloat in Europe already. 

Captains Russell and Stephen Glover are now about to bring this plan 
before the public, by rigging their packet Clarion with Ericisson's Pro- 
peller, and if this movement succeeds, it will create a greater sensation 
than any thing that has occurred for many years. The Clarion is now 



47 

considered to be a fast sailer under her canvas ; she is one of three which 
are to be put in the Havana line ; and we understand Capt. Glover will 
command the first ship, on account of giving the propeller another trial, 
before he introduces it into his larger vessels. 

Should we thus succeed in successfully combining steam power w T ith 
canvas, we shall never again see a Liverpool steamer put back for fuel. 
Modern steam-ships, with paddles larboard and starboard, are liable to 
powerful objections; when the ship is under a heavy press of canvas, 
and rather light on the wind, she heels over at an angle of 45 degrees; 
this brings the lee wheel under water, and the weather one out, conse- 
quently the whole propelling power is lost. But on Ericsson's plan, a 
ship's way in that state, would not be checked, because her two propellers 
under her stern, would be constantly urging her forward. 

The Clarion will only require to have two small holes cut in her stern, 
for the propellers ; and her engine put in ; and will be ready for sea by 
the 5th of February next. We look with great anxiety for the result, 
and are pleased to find that the enterprising projectors have taken out a 
patent right for this invention both in Europe and this country ; and a 
Canadian company have purchased the right to use it on our extensive 
Northern lakes. 



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